Cargo handling apparatus



Dec. 8, 1964 D. M. INGHRAM 3,160,300

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet l N m INVENTOR DONALD u. INGHRAM ATTORNEY 8, 1964 D. M. INGHRAM CARGO HANDLING APPARATUS l6 Sheets-Sheet 2 Original Filed May 12, 1961 N a mw mmw qmw \mmm mv J J a a o o o a a 0 mmw mmv gm m 85 mow vwm Nmm 6 mm v INVENTOR DONALD .INGHRAM N Afa /M 977-m1,4/. J

ATTORNEY Dec. 8, 1964 D. M. lNGHRAM 3,160,300

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 3 IE I I I3 E INVENTOR DONALD M. INGHRAM ATTORNEY Dec. 8, 1964 D. M. INGHRAM CARGO HANDLING APPARATUS l6 Sheets-Sheet 4 Original Filed May 12, 1961 fi m-HIP INVENTOR 00mm mmsnmm av M ATTORNEY Dec. 8, 1964 D. M. INGHRAM 3, ,3

CARGO HANDLING APPARATUS Original Filed May 12. 1961 16 Sheets-Sheet 5 INVENTOR FIE E- M ATTORNEY DONALD M. INGHRAM Dec. 8, 1964 D. M INGHRAM 3,160,300

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 6 I INVENTOR DONALD ".INGHRAM ATTORNEY Dec. 8, 1964 D. M. INGHRAM CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 7 H mm T6 Nm. 0 3. wQ mm L A .YQTAWJ N Q: i o 1 Q I NM. 0

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ATTORNEY .oo uoooooooooooooaooooooo p wilml Dec. 8, 1964 D. M. INGHRAM CARGO HANDLING APPARATUS l6 SheetsSheet 8 Original Filed May 12, 1961 INVENTOR DONALD ".INGHRAM I 1 If BY m W- Dec. 8, 1964 D. M. INGHRAM 3,160,300

CARGO HANDLING APPARATUS Original Filed May 12, 1961 l6 Sheets-Sheet 9 I66 INVENTOR DONALD M. INGHRAM ATTORNEY 1964 0. M. INGHRAM 3,160,300

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16Sheets-Sheet 10 TIIEI IZEIB INVENTOR DONALD ".INGHRAM ATTORNEY 8, 1964 D. M. INGHRAM CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet ll- F'IlEi 1El BYM/W.

ATTORNEY Dec. 8, 1964 D. M. INGHRAM 3,160,300

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets$heet 12 F'Il3 ll3 INVENTOR DONALD M. INGHRAM ATTORNEY Dec. 8, 1964 D. M. INGHRAM CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 13 INVENTOR DONALD ".INGHRA" y W W ATTORNEY Dec. 8, 1964 D. M. INGHRAM 3,160,300

CARGO HANDLING APPARATUS Original Filed May 12, 1961 16 Sheets-Sheet 14 INVENTOR DONALD M. INGHRAM M QQ/W ATTORNEY Dec. 8, 1964 D. M. INGHRAM CARGO HANDLING APPARATUS l6 Sheets-Sheet 15 Original Filed May 12, 1961 INVENTOR DONALD wmenmw BY M 5; Afifi b 'a/m.

ATTORNEY United States Patent Office 3,160,300 Patented Dec. 8, 1964 3,169,369 CARGO HANDLEJG APPARATUS Donald M. Inghram, Santa Clara, Calif., assignor to FMC Corporation, San Jose, Calif., a corporation of Delaware Original application May 12, 1961, .er. No. 109,731. Divided and this application May 1, 1963, Ser. No.

7 Claims. (Cl. 214--623) The present application is a division of my copending application, Serial No. 109,731 filed May 12, 1961.

The present invention pertains to cargo handling apparatus and more particularly relates to a self-propelled mobile carrier for apparatus for loading and unloading an aircraft.

As the size and cargo-carrying capacity of large military and commercial type aircraft have increased, it has become apparent that more efficient loading means must be employed to reduce the time required for loading and unloading the aircraft so as to make more elficient use of the aircraft. One well known procedure of reducing loading time has been to preload the cargo, except for very large pieces, into baggage containers and thereafter move the containers to the loading station by means of trailers prior to the arrival of the aircraft at the loading station. The present invention concerns a mobile carrier that is employed to rapidly load these containers onto or remove them from the aircraft so that the aircrafts nonflying time will be reduced to a minimum.

Although the apparatus with which the mobile carrier of the present invention is associated will be referred to as a baggage loader so as to distinguish the cargo placed in the baggage containers from cargo which is too large for the containers, it will be understood that larger pieces of cargo may be placed on pallets or the like and then be handled by the present apparatus.

Heretofore, many different types of apparatus have been employed to load and unload baggage from aircraft. The apparatus used for this purpose have usually been expensive, cumbersome and slow in operation, and have had no provision for adapting themselves to the various attitudes that the aircraft might assume during loading. Also, many of the prior art units have been difficult to align with the cargo door since they were in the form of specially equipped trucks that had to be backed into alignment with the cargo door or doors of the aircraft.

Accordingly, one object of the present invention is to provide an improved mobile carrier for a baggage handling apparatus capable of loading or unloading many different types of aircraft.

Another object is to provide a self-propelled mobile carrier for a baggage handling apparatus which carrier is readily aligned with and connected to an aircraft.

Another object is to provide a self-propelled mobile carrier for a baggage handling apparatus having control means for immobilizing a container elevating mechanism if the container is improperly positioned thereon.

Another object is to provide a baggage handling apparatus having means for locking the elevating mechanism in fixed position in the event of drive chain breakage.

These and other objects and advantages of the present invention will become apparent from the following description and the accompanying drawings, in which:

FIG. 1 is a perspective of the baggage handling apparatus, hereinafter termed the baggage loader, showing the loader connected to an aircraft with a baggage container on the elevating mechanism and with an empty trailer partially disposed under the baggage container.

FIG. 2 is an enlarged elevation of the left side of the loader showing the baggage loader connected to the aircraft with the elevating mechanism in a position for permitting the transfer of a container from the loader to the aircraft, certain parts being broken away and others shown in section. A

FIG. 3 is a plan of the loader shown connected to a fragment of the aircraft.

FIG. 4 is a vertical section taken along lines 4-4 of FIG. 3 showing the elevating mechanism of the loader in an intermediate position.

FIG. 5 is an enlarged plan, taken looking downwardly in the direction of the arrows 5-5 in FIG. 2, and showing the engine compartment of the loader from which the upper engine compartment cover has been removed.

FIG. 6 is a diagrammatic perspective of the drive parts of the baggage loader.

FIG. 7 is an enlarged transverse vertical section taken along lines 77 of FIG. 5 and showing certain drive parts of the loader.

FIG. 8 is an enlarged section taken along lines 88 of FIG. 7.

FIG. 9 is an enlarged section taken along lines 99 of FIG. 8.

FIG. 10 is an enlarged fragmentary vertical section taken along lines 10-10 of FIGS. 4 and 11.

FIG. 11 is an enlarged horizontal section taken along lines 11-11 of FIG. 4.

FIG. 12 is an enlarged vertical section taken along lines 1212 of FIG. 11.

FIGS. 13A and 13B, when placed end to end, make up a fragmentary vertical section taken along lines 1313 of FIG. 3 showing certain of the baggage container locking mechanisms, certain parts being broken away and other parts being shown in section.

FIG. 14 is an enlarged perspective of a fence adjustment mechanism used to adjust the position of the fence shown in FIG. 13B.

FIG. 15 is an enlarged vertical section taken along lines 1515 of FIG. 3 and showing one of the casters and the associated hydraulic locking and leveling unit.

FIG. 16 is an enlarged horizontal section taken substantially along lines 16--16 of FIG. 1, showing the steering mechanism, certain parts being broken away and others shown in phantom.

FIG. 17 is a vertical section taken along lines 17-17 of FIG. 16.

FIG. 18 is a perspective of an adaptor which is arranged to be clamped to the aircraft.

FIG. 19 is an elevation of an adaptor locking device with parts shown in two operative positions, certain parts being broken away.

FIG. 20 is an enlarged plan of a portion of the adaptor and the bridge assembly looking in the direction of the arrows 20-40 of FIG. 4 and showing a container lock associated with the bridge assembly which is in a downwardly inclined position.

FIG. 21 is a section taken along lines 21-21 of FIG. 20.

FIG. 22 is an enlarged section taken along lines 2222 of FIG. 20.

FIG. 23 is a perspective looking in the direction of arrows 2323 in FIG. 3 and showing an elevator conveyor spaced from a bridge conveyor.

FIG. 24 is a diagrammatic perspective of the hydraulic locking system used in the baggage loader of the present invention.

FIG. 25 is a wiring diagram of the electrical control- The baggage loader 29.

adaptor 32, which is designed for the particular aircraft to be loaded, and is carried on the housing 33 of an engine compartment 34 at the forward end of the U-shaped body 36 (FIG. 3) of the baggage loader when the loader is moved toward or away from the loading station. At the beginning of a loading operation, the loader is driven to a position adjacent the cargo opening 31 of the plane and the adaptor 32 is removed from the carrier and manually placed on and locked to the floor 37 (FIG. 2) of the aircraft at the cargo opening'31.

To accurately align the carrier 30 with the adaptor and the, aircraft, the carrier is driven into abutting engagement with the adaptor 32 and is hydraulically locked in this position by two locking feet 38 (only'one being shown in FIGS. 2 and 4) of a hydraulic locking system 41. The forward ends of two spaced roller conveyors 42 of a bridge assembly 43 of the carrier are then pivotally connected to the adaptor 32. Then, a trailer T with :a baggage container C thereon is manually pushed within the U- shaped body 36 of the baggage carrier 30 to position the container above two spaced roller conveyors 44 (FIG. 3.) of a baggage container elevating mechanism 46, said conveyors being at this time in their lowermost position below the. level of the supporting surface 47 of the trailer.

The elevating mechanism edis power driven and is actuated to lift the container C, the rear ends of bridge conveyors 42, and the elevator conveyors 44 to a position at which the support surfaces of the'conveyors are at the level of a support surface provided on the floor 37 of the aircraft A. When this level has been reached, the elevating mechanism 46 automatically stops. The container C is then manually pushed into the aircraft. The support surface of the floor 37 of the aircraft is formed by any suitable conveying system such, for example, as a plurality of sockets 49 having balls 51 journalled therein and positioned in transverse rows in alignment with the conveyors 42 and 44 so that the containers can easily be pushed into the aircraft. The balls 51 are also arranged in a'plurality of longitudinally extending rows, as indicated in FIG. 3, so that the container can be pushed longitudinally of the aircraft. 7

It. will be understood that the aircraft A and its conveying system, the constructional details of the baggage container C, and the constructional details of the trailer Ti form no part of the present invention and have been described only as an aid in understanding the operation of the baggage loader 29 of the present invention. It is also to be understood that the adaptor 32 is a part of the baggage loader 29 and that minor alterations may be made to the adaptor 32 so that the loader may be used with different makes and models of aircraft.

More specifically, the U-shaped body 36 (FIG. 3) of the baggage carrier 3% of the present invention comprises asubstantially tubular frame structure 56 which is U- shaped in plan and includes the engine compartment 34 at the forward end of the carrier from which two spaced horizontal legs 57 and 58 extend 'rearwardly. Four verti cally extending tubular columns (FIGS. 1 and 2) are provided, two columns 59A and 593 being secured to the leg 57 and two columns C and 591) being secured to the leg 58. The upper ends of the two columns on each leg 57 and 58 are interconnected by beams 61.

Resilient tubular bumpers 62 (FIG. 1) are secured to the upper ends of each forward column 59 so as to protect the skin of the aircraft A from contact with solid portions of the loader 30. Similar resilient tubular hump ers 63 (FIG. 3) are disposed within the U-shaped area with the cargo opening 31 of the aircraft A, an alignment assembly 66 (FIGS. 2, 3 and 4) is mounted on the forward portion of the carrier 30. The alignment assembly 66 is mounted on two vertical posts 67 of square crosssection, one post 67 being secured to the leg 57 and the associated forward column 59A while the other post 67 is secured to the leg 58 and its associated forward column 590. The alignment assembly as includes a pair of tubular sleeves 68 of square cross-section each of which is slidably mounted on the associated post 67. Each sleeve has an arm 69 secured thereto and extending forwardly therefrom. The arms 69 are interconnected near their forward ends by a transverse beam 71, and each arm 69 has a resilient tubular bumper 72 at its forward end. As will be explained in more detail later, when the carrier is moved into the loading position, the bumpers 72 engage and cooperate with substantially V-shaped guides 73 on the adaptor 3-2 to aid in properly aligning and positioning the carrier 30 relative to the cargo opening 31. The V-shaped guides are vertically elongated to permit vertical movement of the aircraft, due to load changes therein, without danger of the bumpers andguides becoming disengaged.

Since the cargo openings of the many types of aircraft which may be serviced by the baggage loader 30 are not all at the same elevation, the alignment'assembly 65 is a vertically adjustable on the posts 67. Each of a plurality of vertically spaced holes 74 (FIG. 2) in each post 67 is adapted to receive a pin 76 which extends through an opening in the sleeve 68 to lock the alignment assembly 66 at the proper elevation. A spring 77 is positioned 7 around each post 67 and is disposed between the associated sleeve 68 and either leg 57 or leg 58, and serves to counterbalance the assembly 66. The holes 74 are preferably labeled with the names of the aircrafts and the position (forward or aft) of the cargo doors to aid the operator in setting the assembly 56 at the proper elevation.

The mobile carrier 3%} is supported at its forward end on a pair of closely spaced drive wheels 79 (FIGS. 3 and 6) disposed near the transverse center of the engine compartment 34. A free swiveling caster wheel 81 (FIG. 3)

at the free end of the left leg 58 and a steerable caster wheel 82 at the free end of the right leg 57 cooperate with'the drive wheels 79 to provide a three point rolling suspension for the carrier 39.

The carrier 31) is powered by 'an engine 86 (FIGS. 5 and 6) which is provided with the usual battery 87 and is directly connected. to a generator 88 which supplies 28 defined by the frame structure 56 and provide an abutment for the trailer T (FIG. 1) whenv the trailer T is moved into loading or unloading position in the carrier.

Guiderails 64 (FIGS. 3 and 4) are secured to the lower I end of the inner surfaces'of the associated legs 57 or 53 and extend from the rear end of the legs to the bumper 63. so as to guide the trailer T into the carrier.

In order to accurately position and align the carrier 30 volt D.C'. current to a multi-speed, reversible electric motor 89 and associated electrical components. The drive shaft 911 (FIG. 5) of the motor 8% projects out- Wardly from both ends of the motor. The drive element 92 of a propulsion magnetic clutch $3 is connected to one end of the shaft 91 while the'driven element 94 of the clutch 93 is connected to the input shaft 96 of a gear reducer 97. The output shaft 98 of the gear reducer97 is connected by a chain drive 99 to an idler shaft 161 which is journalled in the engine compartment 34. A

second chain drive 162 connects the idler shaft lttl to the shaft 1% (FIG. 4) upon which the drive wheels 79 are secured. The shaft 103 is mounted for rotation in the engine compartment on bearings (not shown). Certain controls, to be described later, are provided for causing the motor 89 to drive the carrier 30 at four different speeds in both the forward and reverse directions.

An electro-magnetic clutch-brake 165 (FIG. 5) in- .cludes the drive element 104 of an elevator magnetic clutch 186;, which element 104. is mounted on the other end of the motor shaft 91, while the driven element 167 of the clutch 1% is connected to. the input shaft (not shown) of a gear reducer 1%. A -magnetic elevator brake logis'associated with the clutch 106 and when energized, locks the input shaft of the gear reducer 1% in fixed position. a V

The propulsion magnetic clutch 93 and the electromagnetic clutch-brake 185 are both of conventional design and therefore the internal parts of these units will not be described in detail.

The output shaft 111 (FIGS. 6 and 7) of the gear reducer 188 has an elevator drive sprocket 112 keyed thereon. A drive chain 113 is trained around the drive sprocket 112, around a right elevator sprocket 116, a left elevator sprocket 117, idler sprockets 118, 119 and 121, and around a sprocket 122 which, as will be explained presently, is part of the elevator locking mechanism that automatically arrests movement of the elevator if the chain 113 breaks. The idler sprockets 118, 119 and 121 are keyed to stub shafts 123, 124 and 126, respectively, which are mounted for rotation in the engine compartment 34. The right elevator sprocket 116 is secured to one end of an elongated right elevator drive shaft 127 which is journalled in the right leg 57 (FIG. 3) of the tubular frame structure 56. The elevator sprocket 117 is secured to one end of an elongated left elevator drive shaft 128 which is journalled in the left leg 58 of the tubular frame structure 56. It will be noted that the chain 113 (FIG. 7) is trained around the elevator sprockets 116 and 117 so as to drive the shafts 127 and 128 in opposite directions relative to each other.

In order to prevent the possibility of injury to personnel if the drive chain 113 should break when the baggage elevating mechanism 46 is supporting a baggage container, an elevator shaft locking mechanism 129 (FIG. 7) is provided. The locking mechanism 129 is effective, upon breakage of the chain 113, to simultaneously release two locking bars 136 which are urged downwardly into locking engagement with the teeth of associated ratchets 131- One of the ratchets 131 is keyed to the shaft 127 while the other is keyed to the shaft 128. Thus, the engagement of the bars 138 with ratchets 131 will positively lock the shafts 127 and 128 in fixed position.

The locking mechanism 129 includes the sprocket 122 which is journalled on a bolt 132 and is disposed between a pair of parallel, spaced arms 133 and 133a (FIG. 8). The bolt 132 is secured near one end of the arms 133 and 133a, which arms are welded to a sleeve 134. The sleeve 134 is pivotally mounted on a pivot pin 136 (FIG. 9) which is secured to and projects outwardly from a vertical bracket 137 of the frame structure 56. A spring 138 (FIG. 7) which is connected to the arm 133 and to a bracket 139 (FIG. 5) bolted to the gear reducer 108, normally urges the arms 133 and 133a to pivot in a clockwise direction (FIG. 7).

A cable attachment bracket 142 is pivotally mounted on the pivot pin 136 so that a shoulder bolt 143 (FIGS. 8 and 9), which is screwed into the arm 133a and projects through a slot 144 in the bracket 142, is effective to limit pivotal movement of the arm 133a relative to the bracket 142. A spring 146 is connected between the attachment bracket 142 and a bracket 147 Welded to the arm 133a and normally urges the attachment bracket 142 to pivot in a clockwise direction (FIG. 9). Cables 148 and 149 are attached to the bracket 142 and to pins 151 (FIG. 7). Each pin 151 extends through holes in one of the aforementioned square locking bars 139 and in an associated tubular housing 153 of rectangular cross-section within which the associated bar 138 is slidably mounted. A cap screw 154 is associated with each housing 153 and extends through an apertured cap 156 which is welded to the tubular housing 153 and is screwed into the associated locking bar 138. A spring 157 in each tubular housing 153 urges the associated locking bar 138 downwardly towards the adjacent ratchet.131 which is disposed immediately below the associated locking bar 131 as shown in FIG. 7. It is to be noted that the cable 148 is engaged and guided by two pulleys 159 journaled on the frame and that the spring 146 maintains this engagement.

Accordingly, if the chain 113 should break, the spring 138 would immediately pivot the arm 133 in a clockwise 6 direction (FIG. 7) causing the shoulder bolt 43 to contact the lower end of the slot 144 thereby exerting a force through the cables 148 and 149 which pulls the pin 151 out of the holes in the associated locking bars and in the housings. The springs 157 urge the associated locking bars into locking engagement with the teeth of the ratchets 131 thereby locking the shafts 127 and 128 in fixed position.

Partially positioned within each of the four vertical columns 5913-591) (FIG. 1) is an elevator 166 (FIG. 6), two of the elevators having drive sprockets 167 keyed on the right side elevator shaft 127 and the other two elevators 166 having their drive sprockets 167 keyed to the left side elevator shaft 128. Since the elevators 166 are identical except for certain switch actuating means on the rear left column 59D, the description of this column 59D will be sufficient to disclose the construction and operation of all four columns.

Referring to FIGS. 6, 10, 11 and 12, each elevator 166 comprises one of the sprockets 167, an idler sprocket 168 journalled on a vertically adjustable bearing support 169 (FIG. 10) at the upper end of the column, a chain 171 trained around the sprockets 167 and 168, and a carrier 1'72 disposed between the sprockets and connected to the ends of the chain 171. The carrier 172 comprises a fabricated, generally rectangular hollow block 173 having, at one side, a downwardly extending L-shaped conveyor support 174 (FIG. 10) formed integrally with the inner vertical wall 176 of the block 173. The upper and lower walls 177 and 178, respectively, are provided with aligned openings 179 (FIG. 12) for one run of the chain 171 to pass through, and with smaller aligned openings 181 to receive the stems 182 and 183 of an upper and a lower chain connector 184 and 186, respectively. The connector 184 is welded to the upper wall 177 and the connector 186 is slidably received in lower wall 178. The chain connectors 184 and 186 are connected together by a spring 187 which serves to automatically compensate for chain wear to maintain the chain in firm driving engagement with sprockets 167, 168. A pair of rollers 188 and 189 (FIG. 11) are journalled on shouldered bolts 191 which are bolted to a vertically extending tab 192 welded to the upper wall 177. Similarly, a pair of rollers 193 (FIG. 12) and 194 (FIG. 10) are journalled on shouldered bolts 196 which are bolted to a tab 197 projecting downwardly from the lower wall 178. Four bolts 198 extend transversely through sleeves 199 secured to the block 173, and each bolt has a pair of rollers 291 and 202 journalled thereon.

U-shaped, vertically extending tracks 203 and 204 (FIG.

11) are welded to plates 206 and 207, respectively. The

plates 286 and 207 are bolted to the side walls 208 and 269 of the column 59D and extend substantially the entire length of the column. It will be apparent that the track 2113 provides a guide surface for the rollers 188, 193 and 201, and the track 204 provides a surface for the rollers 189, 194 and 202 to guide the carrier 172 for vertical movement.

An upper arched belt guide 211 (FIG. 10) and a lower belt guide 212 are secured within the column 59D and guide a flat belt 213 around the ends of the elevator 166. The ends 213A (FIG. 11) of the belt 213 are secured by bolts 214 and straps 215 (FIG. 12) to the inner wall 176 of the block 173. The longitudinal edges of the inner run of the belt 213 are guided by tracks 216 (FIG. 11) formed on corner mouldings 217 and 218 bolted to the walls 268 and 209. The longitudinal edgesof the outer run of the belt 213 are guided by similar tracks 219 secured to the outer Wall 221 of the column 59D. The belt 213 serves as a guard and as a dust cover.

As mentioned above, each block 173 in each column has a depending L-shaped leg 174. As seen in FIGS. 4 and 6 one of the roller conveyors 44 of the baggage containing elevating mechanism 46 is mounted on the two L-shaped conveyor supports 174 on the left side of Accordingly, when the drive shafts 127 and 128 are rotated, the two roller conveyors 44 will be raised or lowered.

The conveyor 44 on the left side of the baggage loader is best shown in FIGS. and 13A and comprises a plurality of rollers 226 journalled for free rotation in a 7 channel frame 227 and adapted to receive, in supporting:

relation, one side member 225a (FIG. 13B) of a reinforcing box-like structure 225 secured to the underside of the container C. The channel frame 227 is strengthened by a structural member 228 (FIG. 10) having. a Z -shaped central section. The member 228 and channel 227 are bolted to both L-shaped conveyor supports 274- on the left side of the loader.

A rear baggage container stop 229 (FIG. 13B) is asso ciated with the roll conveyor 44 on the left side of the.

machine. rubber bumper 232 on one leg, and a COl'ltalIlCf-POSIHOIIP ing switch actuator 233 rigidly secured to its pivot bolt 234. The rear container stop 229 is secured on the bolt. 234 which is journalled in a sleeve 235 secured to the This stop comprises a bell crank 231 having a- Ill position shown in FIG. 2, an adjustable actuating pin 258 (FIG. 13A) in the end of the bell crank 252 engages a guide channel 259 (FIG. 4) on the rear end of the associated bridge conveyor 42. As the inverted channel extension 254 nests in the inverted'channel 259, the pin 253 engages the top wall of channel 259 and is depressed, causing the bell crank 252 (FIG. 13A) to pivot the stop gshoe 247 to a position below the path of movement of the base flange 257 of the container C. The container :may then be manually transferred from the conveyor 44 to the bridge assembly 43.

In order 'to handle baggage containers of different widths, the right and left roller conveyors 44 are each channel frame 227. A spring 236 is connected between a bolt 237 secured to the channel frame 227 and a bolt 238 securedto the other leg 239 of the bell crank 231.

The spring 236 normally holds the rear baggage container stop 229 in the position shown in FIG. 138 wherein the leg 239 abuts the end of the channel frame 227 thereby holding the rubber bumper 232 above the level of the roller 226. Thus, when a container C is supported on the roller conveyors 44 the bumper 232 is disposed adjacent a transversely extending flange 241 (FIG. 133) on the box-like base 225 of the container C to prevent the corn tainer from rolling off the right end of the loader 30.

As shown in FIG. 3, the rubber bumper 232 is in longitudinal alignment with the rollers 226 while the switch actuator 233 is spaced laterally of the rollers out of the path of the container. If the switch actuator 233 is in the position shown in FIG. 2, it indicates that, during the upward movement of the roller conveyors 44 to lift the container C'from the trailer 'l, the baggage container C was properly transferred and is properly positioned on the elevating mechanism 46. However, if the baggage container C is not in proper alignment when the conveyors are elevated, the rubber bumper 232 will engage the underside of the base flange 241 of the container C and the switch actuator 233 will be pivoted clockwise (FIG. 4) to contact and open a container positioning switch SW1 which is positioned on the frame. adjacent the actuator wand 14).

v ment of the fence 261.

provided with a carrier fence 261 (FIGS. 3, 10, 13A, 13B Each fence 261 is mounted on two identical adjustment assemblies 262 which permit transverse adjust- Each assembly 262 (FIG. 14) includes a vertical plate 263 welded to the Z-shaped struc tural member 228 of one of the conveyors 44. Thevertical plate 263 is provided with spaced notches 264 and 266 in its upper end. A pad 2671's welded to the member 228 and slidably supports a channel bracket 268 to which one end of the fence 261 is welded. A shouldered cap screw 269 extends through a slot 270 in the bracket 268 and is screwed into a threaded hole (not shown). in the pad 267. A plate 271, having two holes therein, is welded to the upper edges of the channel bracket 268 and slidably receives the legs 272 and 273 of a U-shaped latch 274 in the holes. The leg 273 is also slidably received in a collar 276 welded to the bracket 268. A :spring' 2'77 is guided by the leg 273 and is disposed between the plate -271 and a washer 278 supported by a pin .272 which extends through the leg 273. Asiis apparent from FIG. 14, the spring 276, acting between the washer 278 and the plate 271, urges the lower end of the leg 273 into one of the notches 264 and 266 to lock the fence 261 in adjusted position. When it is desired to adjust the fences 261, the operator merely lifts both U-shaped latches 274 associated with one of the fences to pull the lower ends. of the legs out of the notches 264 or 266. The operator then moves the fence transversely so that the lower ends of the legs 273, when released, will enter the other of the two notches 264 or 266. The fence 261 on i the other side of the machine is adjusted in the same man- 233 when the conveyors are in their lower position. The V elevating mechanism 46 will then become inoperative until the container C is manually repositioned on the elevating mechanism 46. a

A forward baggage container stop 246 (FIG. 13A) comprises a stop shoe 247 which is pivotally mounted'on a pin 248- secured to the channel 227. The lower end of the shoe 247 extends through a slot 249 in the channel 227 and in the structural member 288 and, when inthe locked position, is held in abutting engagement against the rear edge of the slot 249 by a spring 251. A link 256 pivotally connects the shoe 247 to a bell crank 252 which is pivoted about a pin 253 that is mounted in an roller. This position of the shoe 247 is maintained by the spring 251 until the roller conveyor is moved upwardly into engagement with'theassociated roller conveyor 42 of the bridge assembly 43.

When the left conveyor 4 4 is moved upwardly to the ner.

The roller conveyor 44 on the right side of the baggage loader 31 is substantially the same as the above described left conveyor 44. The right conveyor, however, does not have a'forward baggage container stop, and does not have a container positioning switch actuator on the rear container stop. The right roller conveyor 44 has a stationary rubber roll 2817(FIG. 3) immediately adjacent the right rear baggage container stop 229; The rubber roll 281 frictionally engages the base of the baggage container and prevents it from rolling freely between the forward and rear stops while the elevating mechanism 46 is raising or lowering the container.

As has already been mentioned, the carrier 36 is provided with a generally three point rolling suspension, i.e., the carrier is supported bythe two closely spaced drive wheels 79 (FIG. 3) which are disposed near the transverse center of the engine compartment 34 and by caster wheels .81 and 82 disposed atthe rear of the right leg 57 and left leg 58, respectively. The left caster wheel 81 (FIG. 15) is journalled on a shaft 286 which is secured to a yoke 237 which is pivoted by a pin 283 to a caster body 289. A spring 291, disposed between the yoke 287 and the body 239, urges. the caster Wheel 81 to pivot in a clockwise direction about the pin 288. The amount of pivotal movement is limited by a pin 292, in the yoke which rides in slots 293 (only one being shown) in the body 289. The'body 289 is connected to a mounting plate 294 for free pivotal movement about a vertical axis by any suitable pivotal connector 296.

The plate 294 is bolted to a mating plate 227 welded to the lowerend of a tubular shank 298 of square cross- 

1. IN A BAGGAGE LOADER, A MOBILE CARRIER WHICH COMPRISES A U-SHAPED HORIZONTALLY DISPOSED BODY HAVING TWO TUBULAR LEGS, A PAIR OF SPACED VERTICALLY EXTENDING GENERALLY TUBULAR COLUMNS ON EACH TUBULAR LEG, AN ELEVATOR IN EACH TUBULAR COLUMN, EACH ELEVATOR HAVING A CONVEYOR SUPPORT PROJECTING OUTWARDLY OF SAID COLUMN, A ROLLER CONVEYOR SUPPORTED ON EACH PAIR OF CONVEYOR SUPPORTS ASSOCIATED WITH ONE OF SAID LEGS, AND A PAIR OF BRIDGE CON- 